Container car and container therefor



July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet l INVENTORS JAMES J. BLACK JACK E. GUTRIDGE BY RALPH 5.8EPGSTRAND WILLIAM VAN DER S UYS W 4 W ellt'iys.

July 12, 1966 J. J. BLACK ETAL CONTAINER CAR AND CONTAINER THEREFOR l8 Sheets-Sheet 2 INVENTORS Original Filed Feb. 11, 1963 K Wm fiAw ww MO S U IT SR M .TGE JUPJD I E m MES MKH 6PM ALL AM W Y B Q July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet 5 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE RALPH B. BERGSTRAND WILLIAM VAN ER SLUYS efl ys.

July 12, 1966 J. J. BLACK ETAL CONTAINER CAR AND CONTAINER THEREFOR l8 Sheets-Sheet 4 Original Filed Feb. 11, 1963 ooo2:000 0000200010000000 1N VENTORS JAMES J. BLACK JACK E. .GUTRIDGE RALPH B. BERGSTRAND WILLIAWN DEE SLUgS 'IIIIIIIIIIIIIIIII July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet 5 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE By RALPH B. BERGSTRAND WILLIAM July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet 6 ea 68 I I 67-4 d [I I i 66 I I I 94 I I I 54 5 I I I I I I I I I I I I T I wze I I I I I I I I I P I LJ L/J r r l m I I :f-I I I l I I I I I I I I; I I

JACK BY RALPH B. BERGSTRAND WILLIAM v m DER 5|. 1Y5 M 2E ;ATTY5.

July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet 7 Q INVENTORS JAMES J. BLACK m m & JACK E. GUTRIDGE BYPALPH B.BERGSTRAND WILLIfAM V\N DER SIiZYS y 1966 J. J. BLACK ETAL 3,

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet 8 l M I o 0 53\ V m i 10 m a I m I I w w l av I f a?" I I we 1?; m m

o I 1 v I '9 b l ,J I1 I I T I I l 3 i n i m W m Q 0 l Q I L- Q I l fa: l Q 5. 1 m N m J INVENTO 3 JAMES J. BLARCSK JACK E. GUTRIDGE BY RALPH B. BERGSTRAND wr LIAM VAN DER SLU s M 7 W July 12, 1966 J. J. BLACK ETAL CONTAINER CAR AND CONTAINER THEREFOR l8 Sheets-Sheet 9 Original Filed Feb. 11, 1963 z 3 8 59 i m 9 8 V X 4 M .w k 0 1. 9 ou v 5 M 5 J1 T ,m M 4& M M1 4 m g k 3H s W 6 2 m GT msR M R UE 5 WMM u A: P Y J B July 12, 1966 J. J. BLACK ETAL 3,250,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet l0 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE BYRALPH 5. BERGSTRAND "I q WILLIAM VAN DEI? SLUYS July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1965 18 Sheets-Sheet 11 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE BY R LPH B. BERGSTR'AND WIL LIAM VA D R SL Y5 ATTYS.

July 12, 1966 J. J. BLACK ETAL 3,2 0,

CONTAINER CAR AND CQNTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet 12 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE BY RALPH B. BERGSTRAND WILLIAM VAN DEQ SLUYS ATT YS J. J. BLACK ETAL CONTAINER CAR AND CONTAINER THEREFOR July 12, 1966 18 Sheets-Sheet 13 Original Filed Feb. 11, 1963 INVENTORS J. BLACK RIDGE @fl ya.

VAN DER SLUYS RALPH B. BYWILLIAM W July 12, 1966 J. J. BL ACK ETA-L CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 l8 Sheets-Sheet l4 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE y RALPH B. BERGSTRAND WILLIAM VAN DER SAL/Y5 July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet l5 III/II ,1 m

INVENTORS 168 JAc F dr'fi" L W BYQALPH BBEQGS QAND w r 7 WILLIAM WW 0512 ms egg/A ma s.

July 12, 1966 Original Filed Feb. 11, 1963 J. J. BLACK ETAL CONTAINER CAR AND CONTAINER THEREFOR 18 Sheets-Sheet l7 INVENTORS JAMES J. BLACK JACK E. GUTRIDGE QALPH B. BERGSTRAND WILLIAM/\N DEE SLUYS July 12, 1966 J. J. BLACK ETAL 3,260,223

CONTAINER CAR AND CONTAINER THEREFOR Original Filed Feb. 11, 1963 18 Sheets-Sheet l8 INVENTORS JAMES J. BLACK JACK E. GUTR'IDGE BY RALPH B. BEQGSTRAND United States Patent Ofiflce 3,266,223 Patented July 12, 1966 3,260,223 CONTAINER CAR AND CONTAINER THEREFOR James J. Black, Cincinnati, Ohio, Jack E. Gutridge, Dyer, Ind., Ralph B. Bergstrand, Clearwater, Fla, and William Van Der Sluys, Homewood, Ill., assignors to Pullman Incorporated, Chicago, 11]., a corporation of Delaware Continuation of applications Ser. Nos. 257,383 and 257,384, Feb. 11, 1963. This application June 25, 1965, Ser. No. 467,060

Claims. (Cl. 105366) This invention relates to a new and improved container car and car structure particularly adapted for railway use and is a continuation of US. patent applications Serial No. 257,383 and Serial No. 257,384, both filed on February 11, 1963.

More specifically, the invention in one of its aspects is directed to a new and improved design of a container car permitting utilization of a full length portion as distinguished from the use of a plurality of relatively short containers mounted on the car underframe in accordance with conventional piggyback practices, the container portion being of uncomplicated construction and capable of controlled deflection in a new and improved manner with the underframe of the car under load conditions while maintaining adequate resistance to longitudinal stresses applied thereto and arising from car operational use.

In another aspect, the invention is directed to a specific form of non-rigid container of substantial length, the container being especially adapted for use as load confining means removably mounted on a flat railway car and for deflection in response to loads in uniquely cooperating relation with the railway car or other suitable vehicle means used in the support and transportation of the container.

Container systems for rail transportation have largely been derived from the basic concept of highway trailer piggyback mounting on railway flat cars. For example, emphasis has been placed on the use of containers which are interchangeable for loading purposes between a flat car and highway trailer chassis. Such containers are of rigid construction, substantially similar to railway box car body construction, with the floor, roof, end and side portions rigidly interconnected to define a single neutral axis for the container. Containers of this type have widespread use and with the availability of piggyback cars of greater length, such as on the order of 85 feet, a plurality of such containers are mounted on a single car for transportation purposes. Thus, the railway car exhibits its own operational characteristics and the individually loaded containers constitute the lading for the car.

Increasing use of container railway cars eliminates in many instances the necessity for the individual containers of a given system being adaptable for transferring to highway trailer chassis. In other words, container systems are now in some instances used exclusively by the railroads for the transportation of goods, the containers being loaded and unloaded in freight or passenger depots either while still mounted on the car or while separated from the car. The use of larger containers is preferred in view 7 of an advantageous reduction in car loading and unloading time, thereby constituting at least a savings in labor. However, it is costly cordance with conventional designs requiring individual container rigidity.

The mounting of a plurality of containers large or small on a single car of substantial length requires the spacing of the containers to a degree that total available shipping space is not fully utilized. The full utilization of available space becomes an even more important factor in connection with the widespread use of container cushioning arrangements forming a part of the car structure and functioning to isolate and protect the containers and the to construct large containers in acgoods therein from damaging operational forces, such as those applied to the car as a result of impact in buff or draft. Rack-type cushioning arrangements require the provision of adequate space at least at opposite ends of the car to accommodate relative movement between a car and the containers thereon during operation of the cushioning arrangement without excessive projection of the containers from opposite ends of the car. For example, it is becoming common to utilize as much as 30 inches of cushion travel in either direction thus requiring at least 30 inches of space at opposite ends of the car into which the containers can move in response to operational impacts without the containers projecting beyond the ends of the car.

It is an object of the present invention to provide a new and improved container car and container therefor, the container being specially constructed to lend itself to long length fabrication for use with an underframe of extended length, thus providing for single container use with a vehicle, such as a railway car.

Another object is to provide a new and improved container construction which incorporates uniquely arranged and functioning flexibility, whereby the container is adapted for special and unique cooperative use with an underframe.

Still another object is to provide a new and improved container car including as a part thereof the unique container of the invention, the container and underframe of the car cooperating in a new and improved manner under operational conditions to permit long length fabrication and utilization.

A further object is to provide a new and improved container of unique flexible design including as a part thereof new and improved side closure means, side closure sealing means, and roof and floor portions and end wall construction and interconnection, each of which singly and in combination constitutes a part of the invention.

It is another object of the present invention to provide a new and improved container system which utilizes a single full length container extending at least substantially the full length of the vehicle underframe on which it is supported, the container being of new and improved design to permit eflicient operational functioning with the vehicle underframe.

Other objects not specifically set forth will become apparent from the following detailed description of the invention made in conjunction with the accompanying drawings wherein:

FIG. 1 is an exploded perspective of a container car constructed in accordance with the principles of the present invention;

FIG. 2 is a perspective of the container portion of the car of FIG. 1 illustrating the same with the door sections removed therefrom;

FIG. 3 is an enlarged transverse section of an end portion of the underframe of the car taken generally along line 3-3 in FIG. 1;

FIG. 4 is an enlarged cross section of a center portion of the underframe of the car taken generally along line 4-4 in FIG. 1;

FIG. 5 is a fragmentary perspective of one end of the container illustrating the special structure and connection of the end walls, floor and roof portions;

FIG. 6 is a fragmentary top plan view of the roof portion and its connection with one of the end walls;

FIG. 7 is an enlarged fragmentary end view of one of the pivotal connections used between an end wall and the roof portion as viewed FIG. 6;

FIG. 8 is a partly sectioned side elevational view of the connection taken generally along line 88 in FIG. 7; FIG. 9 is a fragmentary perspective of the special generally along line 77 in center pier member of the container and its attachment to the floor portion thereof;

FIG. is a fragmentary side elevation of one of the intermediate spacer posts of the container illustrating its attachment to the container;

FIG. 11 is a view similar to FIG. 10 illustrating a modified form of intermediate spacer post;

FIG. 12 is a fragmentary plan view of a portion of the floor of the container illustrating a removable cover section enclosing the cushion assembly of the car;

FIG. 13 is an enlarged fragmentary end section of a portion of the cover section and adjacent floor of the container taken generally along line 13-13 in FIG. 12;

FIG. 14 is a fragmentary plan view of the cushion assembly as viewed through the floor of the container with the cover section of FIG. 12 removed therefrom;

FIG. 15 is an enlarged transverse section of the top portion of the underframe and rack assembly of the car illustrating cooperative use of cushion assembly stop members forming a part of the car;

FIG. 16 is a fragmentary perspective of one of the stop members of the underframe;

FIG. 17 is a fragmentary perspective of one of the stop members of the rack assembly;

FIG. 18 is a fragmentary transverse section of one of the door sections of the container;

FIG. 19 is a fragmentary transverse section of another of the door sections of the container;

FIG. 20 is a fragmentary transverse section of door section suspension means forming a part of the container;

FIG. 21 is a fragmentary transverse section of a door "sec-tion bottom seal and guide arrangement forming a part of the container;

FIG. 22 is a fragmentary elevation of the door section bottom seal and guide arrangement of FIG. 21;

FIG. 23 is a fragmentary elevation of one form of door section lock member forming a part of the container;

FIG. 24 is a fragmentary plan view of the lock member as viewed generally along line 24-24 in FIG. 23;

FIG. 25 is a view similar to FIG. 23 illustarting operative use of the lock member;

FIG. 26 is a fragmentary elevation of another form of door section lock member forming a part of the container;

FIG. 27 is a fragmentary plan view of the 'lock member of FIG. 26 as viewed generally along line 27-27 therein;

FIG. 28 is a fragmentary transverse section of a door section edge sealing arrangement as viewed generally along line 28-28 in FIG. 1;

FIG. 29 is a fragmentary elevation of the edge sealing arrangement as viewed generally along line 29-29 in FIG. 28;

FIG. 30 is a view similar to FIG. 28 illustrating the door section edge sealing arrangement in its operative position;

FIG. 31 is a fragmentary section of the sealing arrangement as viewed generally along line 31-31 of FIG. 28;

and

FIG. 32 is a view similar to FIG. 31 taken generally along line 32-32 in FIG. 30 and illustrating the sealing arrangement in its operative position;

FIG. 33 is a schematic illustration of a long length container car illustrated in the unloaded condition;

FIG. 34 is a schematic illustration of a loaded long length container car illustrating the deflection of such a car in the event that the same is constructed in accordance with conventional design practices;

FIG. 35 is an illustration similar to FIG. 4 illustrating the deflection characteristics of the long length container car when constructed in accordance with the principles of the present invention;

FIG. 36 is a schematic illustration of the deflection characteristics of a modified form of long length container ca-r utilizing the principles of the invention;

FIG. 37 is a schematic illustration of the deflection characteristics of another modified form of long length container car constituting a part of the invention;

FIG. 38 is a schematic illustration of still another modified form of long length container car of the invention shown in its unloaded condition;

FIG. 39 is a view similar to FIG. 8 illustrating the deflection characteristics of the container car thereof;

FIG. 40 is a schematic illustration of still another modified form of long length container car of the invention illustrating the same in the unloaded condition; and

FIG. 41 is a view similar to FIG. 10 illustrating the deflection characteristics of the car thereof.

This invention is directed to the basic concept of long length container car construction wherein a car underframe supports container end walls which in turn are in engagement with a longitudinal container roof portion, at least one of the end walls and the roof portion being relatively movable to accommodate and provide for deflection of the container with the underframe under load conditions. The special container construction and container car design provides for substantial improvements including, among other things, the saving of substantial space, materials and cost in the fabrication and the use of the car.

The long length container car of FIG. 1 comprises a skeleton-type car 11} constituting the basic underframe structure, a long length container 11 and a cushioned rack assembly 12 which preferably forms a part of the container 11. The underframe 10 includes a longitudinal center sill structure 13 or fishbelly design supported at opposite end portions by wheel trucks 14. Opposite ends of the sill 13 suitably mount therein projecting couplers 15 associated with transverse end sill platforms 16 for use by operating personnel, etc. The sill 13 is formed with a plurality of outrigger members 17 arranged in outwardly projecting paired relation along opposite sides thereof. Each outrigger 1'7 mounts thereon a pair of spaced roller assemblies 18 which are aligned longitudinally of the underframe to support the container 11 and the rack assembly 12 forming a part thereof on the underframe for relative movement between the container and underframe. The center sill 13 is also provided with cushion stop members 19 arranged in longitudinally opposed relation and projecting from the top surface of the center sill.

The rack assembliy 12 is formed from a pair of longitudinal rail members 20 in the form of I-beams or the like which are transversely interconnected by end angle members 21 and intermediate transverse members 22. A pair of the transverse members 22 are located relative to one another to confine therebetween a cushioning assembly 23 of known type which may include a hydraulic cylinder and cooperating return springs. The cushion assembly 23 is arranged to also be received between the stop members 19 of the center sill 13 when the rack assembly 12 is operatively positioned on the nnderframe in supported relation on the longitudinally aligned inboard roller assemblies 13 of the outriggers 17. The rack assembly actually constitutes a fixed part of the floor portion of the container 11 but is illustrated in FIG. 1 as separated therefrom for a better understanding of the operational mounting of the container on the nnderframe 10.

The container 11 includes a longitudinally continuous floor portion or base 24 which may be of any suitable construction and which preferably is flexible for deflection under load conditions with the underframe 19. The floor portion is supported "longitudinally thereof by a pair of I-beams 25 located adjacent the opposite side margins of the floor portion and arranged to be received in resting engagement on the outboard roller assemblies 

1. A CONTAINER CAR COMPRISING A LONGITUDINALLY DEFLECTABLE UNDERFRAME AND A CONTAINER REMOVABLY MOUNTED ON SAID UNDERFRAME, SAID CONTAINER, INCLUDING A FLEXIBLE FLOOR PORTION WHICH IS DEFLECTABLE WITH SAID UNDERFRAME, SPACED RIGID VERTICAL END WALLS ATTACHED TO SAID FLOOR PORTION, A FLEXIBLE ROOF PORTION ATTACHED TO SAID END WALLS AND EXTENDING THEREBETWEEN SAID ROOF PORTION BEING DEFLECTABLE WITH SAID FLOOR PORTION AND SAID UNDERFRAME, THE ATTACHMENTS OF SAID END WALLS WITH SAID FLOOR AND ROOF PORTIONS INCLUDING LIMITED PIVOTAL CONNECTION MEANS OPERATIVE ABOUT AXES WHICH ARE TRANSVERSE OF SAID CONTAINER PERMITTING LIMITED PIVOTAL MOVEMENT OF SAID END WALLS RELATIVE TO SAID FLOOR PORTION AND SAID ROOF PORTION, RIGID PIER MEANS EXTENDING VERTICALLY BETWEEN SAID FLOOR AND ROOF PORTIONS AND INTERCONNECTING THE SAME INTERMEDIATE SAID END WALLS TO PRECLUDE LONGITUDINAL DISPLACEMENT AND MAINTAIN THE VERTICAL SPACING BETWEEN SAID ROOF AND SAID FLOOR PORTIONS UNDER LOAD CONDITIONS, WHEREBY SAID END WALLS AND FLOOR AND ROOF PORTIONS AT LEAST SUBSTANTIALLY COOPERATIVELY DEFINE AND MAINTAIN A PARALLELING RELATION UNDER EMPTY AND LOAD CONDITIONS, AND SIDE CLOSURE MEANS SUSPENDED BY SAID ROOF PORTION ALONG THE SIDES OF SAID CONTAINER AND CLOSING OF THE SPACE BETWEEN SAID END 